Locomotive or other boiler



T. FITZGERALD 8v E. T. WHITE.

(No Model.)

LOGOMQTIVE 0R OTHER BOILBR.

Patented Nov. 28, 1893.

, UNITED STATES PATENT OFFICE.

` THOMAS FITZGERALD AND EBEN. T. VHITE, OF BALTIMORE, MARYLAND.-

LOOOMOTIVE OR OTHER BOILER.

SPECIFICATION forming part of Letters Patent No. 509,800, dated November28, 1893. Applicationled August S1,- 1893. Serial No.4841420. (Nomodel.)

To @ZZ whom t may concern,.-

Be it known that we, THOMAS FITZGERALD and EBEN. T. WHITE, of the cityof Baltimore, 1n the State of Maryland, have invented a new and usefulImprovement in Locomotive or other Boilers; and we do hereby declare thefollowing to be a full, clear, and exact description thereof.

The object of our invention is first to se` cure the perfect combustionof smoke and gases generated in the use of bituminous coal and similarfuel, particularly in locomotive engine boiler furnaces, and second toincrease the steaming capacity of said boiler. As understood by thosefamiliar with boiler furnaces, the llame enters the iiues from the iirebox in a partially consumed condition and it 1s found that the Watersurrounding these flues partially cools the same, thereby extingulshingthe flame and causing the gases to pass throughthe ilues in thecondition of smoke. In cases Where gases arising from the burning fuelcome in contact with air of lower temperature, the ignition of suchgases is prevented, or if ignited the iiame is liable to be retarded oreven extinguished. This may be overcome by properly heating the air andthen admitting it to the furnace under proper conditions and in properproportions so that a. practically perfect combustion will be obtained.It is also `important that such heated air be introduced into thefurnace at the proper place. If it be introduced too near the boileriiues it will readily escape therethrough and the result sought therebyis lost. If introduced through suitable means at a point remote from theboiler I'lues, as for instance from above the furnace door to apoint alittle beyond the center of the fire box and above the bed of fuel andalso inthe bed of fuel and among the burning coals almost perfectresults are attained and the intensity of the dames is increased. Thiswill give an indirect course to the heated air and a better opportunityfor its admixture with the gases.

I-Ience the value of a fuel does "not "depend alone on the quantity ofair supplied thereto, but also upon the condition of the air and itsmanner of application. With these considerations in mind We haveconstructed our locomotive engine furnace so that if desired the air maybe supplied in three volumes, one

of which enters the fire box through the grate bars, generates the gasesfrom the coal, as in a gas producer, and partially consumes them; theother volume of air which has been previously heated enters through anair duct directly into the mass of burning fuel, mingling with thegenerated gases, and partly consumes them, while the remaining volume ofair having also first been heated by passage through a suitable heatingchamber, enters the fire box preferably at a point remote from theboiler ilues,and mixing with the partially consumed gases, completestheir combustion and produces intense heat. We also utilize the meansemployed in heating and introducing the air into the re box to greatlyincrease the steaming capacity, as will be hereinafter fully explained.

To enable others skilledin the art to make and use our invention, Wewill now describe it with reference to theaccompanying drawings inwhich- Figure lis a sectional view of a locomotive boiler `with ourinvention applied thereto. Fig, 24- is aplan view of the same. Fig. 3-is a view of the rear of boiler and cab. Fig. i-f is a detail View ofthe end of the pipe We employ to introduce air into the -lire box.

Like symbols of reference indicate like parts in each View.

The locomotive boiler is of the usual construction, having tlie fire box(l), door (2) for feeding the fuel and grate bars (3) at the bottom tosupport the latter. The boiler (4) has the usual dues or tubes (5) whichneed not differ in number, arrangement, or position from those ingeneral use.

Within the iire box arranged parallel is an upper series of waterprotected air tubes (6 and 7) and also a lower series of the same kindof air tubes (8). These tubes extend lengthwise of the iire box, thatis, from the flue board to above and below the door. They are ofpeculiar construction. l, 3 and 4 these tubes are practically threetubes combined into one when viewed externally. They are formed of onepipe B of larger, and two pipes A ot' smaller diameterg.

the two smaller pipes are laid Within the larger pipe B and extendwithin the same a distance nearly the length of the locomotive fire box.The pipes A are secured within the As shown in Figs.

ICO

pipeB and on either side of the interior wall thereof by a series ofplugs or nipples A arranged about two inches apart. These plugs aredriven through previously formed perforations in the walls of pipes AandB andare subsequently drilled or bored throughout their length, thusforming the two fold purpose of securing rigidly together the threepipes, and forming a passage for the escape of air from the pipes A intothe [ire box.

Numeral (9) represents a pipe forming a continuation of pipe (7) andextends to within a short distance of the due-board separating theboiler from the smoke box, and resting on the bottom shell of theboiler.

Numerals (10) are branch pipes extending from tubes (6), down into theleg of the furnace.

(Il) represents the air pipe connecting air pipes in tubes (6 and 7) ofupper series, and pipe (12) connecting those of lower series (8).

In the top of the cab (C) is formed a chamber (D) opening at the frontend of the cab to the atmosphere; connecting this chamberY with the airpipes (l1 and 12) is a pipe (14) is an automatic valve employedY to shutoff communication between air pipes (11 and 12) and chamber (D) when airis being fed from the reservoir.

(15) represents acoil of pipe arranged within boiler and above the firebox for the purpose `of heating the air previous to its discharge intothe re box.

Numeral (16) indicates a pipe connecting air ducts or pipe (A) with anair reservoir (E) suitably arranged on the locomotiveV and supplied byan air pump.

Thus it Awill readily be seen by the above arrangement that air can befed to the fire box directly from the open atmosphere through a chamberover the locomotive cab or by a reservoir fed by an air pump, that thetubes conveying the air can be of iron and are protected fromdestruction by heat by a jacket of circulating water and thereby areprevented from becoming cloggedror stopped up by cinders, 85e., as isusual when'vitrilied clay or brick ducts are employed; that theincreased water surface gained in the fire box, namely, the watervjackets for the air tubesgreatly increases the steaming capacity of theboiler, and, as will readily be understood by those familiar with hotwater circulation, the employment of the tube (9), placed upon thebottom shell of the boiler conveys the cooler water immediately from thefront to and through the water jacket of air duct (7) quickly heatingthe same, thus enabling an engine to readily steam.

The advantages we gain by such an arrangefl ment as our invention.discloses are many. I f desired the ash-pan maybe entirely closed upand air for the furnace draft furnished by our lower series of air pipes(8) which it will be remembered are directly in and at or near thebottom of the bed of fuel, and thereby save a railway corporation manydamages caused by lires occurring from red het .coals dropping along theroad-way-from the locomotive ash-pan. Y

A serious obj ection to locomotives equipped with air feeding mechanismis that when the locomotive is at a stand still the supply of airceases; this objection is obviated by o ur invention for the reason thatthe air pump and reservoir can be thrown into action when the locomotiveis at a stand still.

maintained, a great saving and the locomotive renders every way.

Ve do not wish it understood that We cou-` of fuel is gained betterservice in ltine our air receiving chambers, connecting with the outsideatmosphere, in the top of the cab, although this arrangement is shown asone convenient place.

It should be understood that the chamber may be funnel shaped and placedat any convenient place on the locomotive. Likewise can the air pump andreservoir be conveniently arranged elsewhere than that shown, the mainobject being to show the two methods of introducing air to the iire box.

Having described our invention, what Vwe desire to claim is- 1. In alocomotive or other boiler, air ducts extending partly through the rebox thereof, above and below the furnace door, the lower air ductsadapted to extend in and among the bed of burning fuel, pipessurrounding said air ducts, and allowing the circulation of waterbetween the outer and inner walls of said ducts and tubes respectively,nipples rigidly connecting said ducts and tubes 'and allowing escape ofairv from said ducts, the upper water tubes extending into the boilersome distance from their exit from the fire box thereof, thereby causingcirculation of waterin said boiler, substantially as described.

2. In a locomotive or other boiler, a series of water protected airducts extending partly through the upper part of the fire-box, andanother series of water protected air ducts extending partly th roughthe lower part thereof, the water tube protecting the upper outerseries, extending down withinY the leg of the boiler, substantially asdescribed.

3. In a locomotive or other boiler, an air collector located upon thesame and communicating with the open atmosphere, an air pipe leadingfrom said collector to the fire box of said boiler, an automatic valvearranged in said pipe, an air pump anda reservoir suitably arranged onsaid boiler, an air pipe leading from said reservoir, to and connectingwith said first mentioned air pipe at said automatic valve, and waterprotected air-ducts arranged within the fire box of said boiler abovethe furnace door and below said door and in the bed of fuel, whereby airmay be fed into the fire box directly from the open atmosphere or fromthe air reservoir, substantially as described.

4:. In a locomotive or other boiler, air-ducts By this means Y f acomplete combustion of the fuel is always IOO IIO

contained in the tire box thereof, said ducts protected by an outershell containing therein circulating Water, said ducts arranged inseries (6 and 7) above, and series (8) below the furnace door; a pipe(9) forming a continuation of pipe (7) of the upper series and extendingalong and resting on the bottom shell of the boiler to a point adjacentthe outer flue-Wall, whereby the heated Waterin the shell or outer tubeB surrounding the airducts (AA), is caused to put in circulation thecooler Water in the front ot' said boiler, and cause said cooler waterto iiow into and through said tube (9) and shell B, and thereby increasethe steaming capacity of said boiler, substantially as described.

5. In a locomotive or other boiler, a series (6 and 7) of air-ductsextending into and partly through the lire box thereof,apipe (9)extending from adjacent the front flue board of said boiler back to andthrough the fire box and surrounding the middle (7) of the series ofair-ducts (6 and 7), pipes 10 forming a continuation of the waterprotecting tube or shell B of the outer series (6) of air-ducts; saidpipes (10) extending down within the leg of the boiler, whereby air maybe admitted into the lire box by a Water protected duct, and the heatedWater forming such protection being circulated `by heat expansion causesthe cooler Water in the front of the boiler to pass through pipe (9) toand through shell B of air-duct (7) and circulate rapidly from the frontof said boiler, and thereby greatly facilitate the heating of the Waterin said boiler, substantially as described.

T. FITZGERALD. EBEN. T. WHITE.

Attest:

C. W. GALLOWAY, WM. H. H. RALEIGH.

